Spark control



July 1'5, 1941.

lR. HUFFORB" SPARK CONTROL Filedoct. 4ze, 1938 -zNvgNToR KHK/vw@ Hbf-wko,

Patented July l5, 1941 Ulm-13pv STATES PATENT OFFICE SPARK CONTROL Raymond Huliord, Anderson, Ind.'

Application' October 28, 1938, Serial No. 237,415

6 Claims.

This invention relates to apparatus for transferring the suction in the intake system of a vehicle engine (including a carburetor) to the apparatus and to and from the carburetor and from and to a governor for the engine and vice versa, and in association with a spark control for the engine.

No claim is made to Ithe broad combination of an engine arrangement includinga fuel control, a. spark control and governor means, all for control of the engine arrangement and howsoever operated.

One chief object of the present invention is to secure proper and sensitive correlation between such engine control elements.

Another chief object of the invention consists in the transfer of suction and pressure so that the apparatus, herein disclosed, is normally inoperativefor spark control Operation, but upon attainment of critical engine speed becomes effective for such control and thereby resulting in more eicientrengine operation at such critical speed.

The chief feature of the invention consists in the accomplishment of both objects by the use of .mechanism which is much simpler than that heretofore employed for comparable p-urposes andgwhich further is distinguished therefrom in that the4 engine suction is transferred and controlled relative to spark control apparatus in a n ovel kmanner as herein after pointed out.

Other 4objects Iand features will be pointed out moreY fully hereinafter.

The full nature `of the invention will be understood from the accompanying drawings and the following description and claims:

In the drawings- Fig. 1 is an elevational view of a portion of Aan engine intake system with the invention applied thereto, said system including a suction governor, the inventionbeing shown in section, and the spark control apparatus per se being `ornitted, parts being, shown in wide open or normal running` position.

Fig. 2 is a similar View lof the parts shown in Fig. 1, but illustrated in the controlled speed position.

Figs. ,3 to 6 illustrate a modied and simplied form of the invention and Fig. 3 is a plan view thereof.

Fig. l is an elevational view looking at the left hand and of the device shown in Fig. 3.

Fig. 5 is a similar view looking at the lower side while Fig. 6 is a similar view looking at the right hand end of the device shown in Fig. 3.

structure connection.

Figs. 7 to 10 illustrate another and simpliiied form of the invention. Figs. 7 to 10 are similarv respectively to Figs. 3 to' 6 of this .third form of the invention. f

In the drawings It! indicates an anchorage ange of a carburetor II, the body portion hav- 'ing an intake passage I2 therethrough in which is mounted on shaft I3 the throttle valve Ill.v

stant governor structure, shown vby way of ex-V ample only, referenee is had to the co-pending application of Raymond Hui-ford, entitled fSuc.- tion governor, Serial No. 236,395 and led October 22, 1938.

The remainder of the engine intake system is omitted for ,clearnesa as well as the specific spark control apparatus per se.

Reference will now be had to the apparatus embodied specifically in the present invention. Passage I I, in predeterminedrelation Vto valve I4, includes a port 20 (compare Figs. 1 and 2). In registration therewith, and` externally thereof, is aconduit anchoring boss 2l tok which is connected a relatively large'conduit 22, the opposite end of which is connected at 23 to housing 24, herein shown carried by housing I 6 of .the governor Y structure.

Leading from the housing 24 at 25 is a rela-` tively large conduit 26 which is intended to be connected to a spark control device, not shown, nor is there illustrated herein the spark control operating means responsive to the pressure in conduit 25. This operating means may be'of piston or diaphragm type. In the body portion`24 is a bore or cylinder chamber 2l `reduced as at 28 aty its closed end and enlarged as at 29 at its open end to receive a press fitted head or disk 30. Slidably mounted therein is a piston valve 3l having at one end a reduced portion 32 and at the oppositeV end reduced portion 33. The end 33 and the main body portion 3I is apertured at 34 to nest spring 35.

Chamber 23a in portion 23 includes port 36 and passage 31, the latter communicating with the cylinder 2l near the capped end. Chamber These are omitted for clear'ness.V

25a in portion 25 includes a port 38 in alignment with port 3S. The reduction 32 on piston 3| insures direct communication of the capped end of cylinder 2'I with passage I2 at all times.

Communication between ports 33 and 38, and therefore chambers 23a and 25a, is controlled by valve 3l. In Fig. 1 there is no such communication. In Fig. 2 these ports freely communicate.

The reduced end 28 of the cylinder 21, in which end of spring 35 is seated, communicates by passages 39 and 4) and passage 40a' with chamber 25a. Passage 49 communicates by port 4I and connection 42 with port 43 leading into passage I'I and is always subject to manifold suction.

It is noted that port 20 has communication with the intake system on the remote side of valve I4 with respect to the governor valve I9 and port 4I has similar communication with the intake system on the remote side of valve I9. In

Fig. 1 throttle valve I4 is shown in open position and governor valve I9 is shown almost closed. In Fig. 2 governor valve, I9 is shown almost full open position and throttle lvalve I4 is shown in closed position and extending therebeyond.v Thus port 29 is on the carburetor side'o-f the unit when valve I4 is closed and port 4I is on the engine side of valve I9 at all times.

The term remote is used in opposition Vto,` the term adjacent with reference to botlrvalvesV I4 and I9 and the intake passage portion therebetween. l

Piston 3l is, therefore, a vacuum operated member subjected to manifold pressure on the engine side of the governor valve on one end at all times, the other end being subjected to atmospheric side of the carburetor valve when the carburetor valve is at or near a closed position and on the engine side at all other positions.V

The communication between the cylinder and the engine side of the governor valve has suiiicient capacity to compensate for leakage betv'leenthe1 cylinder and piston. The same vacuum in con-l duit 26 thus is maintained as exists in the engine' manifold. This conduit is open atall times. f

It is quite apparent that a diaphragm operated v valve may readily be substituted for the piston operated valve 3I-32-33 without departing from the broader features of the invention.

It is to be understood that communication 36-38 is of greater area than the communication 43-42 and 40 for bleeding purposes, thus rendering the spark control inoperative when the valve I9 is in open position, as shown inFig.

' 2. The force of spring 35 is insufficient to force piston 3I to the right until such time as the engine speed attained has produced a drop in manifold pressure. Then spring 35 becomes effective and interrupts the communication 36-38. Upon such action occurringconduit 26 (and, therefore, the spark control apparatus) is subjected to the existing vacuum in the engine or manifold.

This invention, therefore, is characterized by having one communication 43, 42, 40 and 26 open at all times, and the control is rendered inoperative at predetermined speeds by having both communications open. Also observe that the small passage from the engine side of the governor valve is negatived by the large passage to the carburetor passage bleeding off the former when both are in communication.

VFrom the foregoing description of the parts and critical limits as recited hereinbefore, the

' diiferent circumstances.

operation of the control herein disclosedwillbe readily apparent.

In Figs. 3 to 10` there is illustrated two simpli- -buretor and is subject to the vacuum pull on the downstream side of the control valve. Conduit |26 leads to the immediate spark control device, not shown herein. Conduit I42 is connected to one end of an interrupted vacuum line connecting the engine to a windshield wiper or comparable vacuum operable device. Conduit A connects to the vother `and adjacent end of the interrupted vacuum line. l"

The valve mechanismvemploye'd herein is identical to that illustrated in` Figs. l 'and 2 and'.

operates in like manner.'

In Figs. 7V to 1o there is illustrated a somewhat4 similar simplified form of the invenftionyHerein4v numerals of the two` hundred series ofy numbers' indicate like or similar parts found in Figs. 1y

and 2, and Figs. 3 to Sindicated lbyinulmerals'of'vl the primary series and increased by'onehundred,

respectively.

Inthis form of the invention conduit v242is connected to the intake-manifold on the engine side of the throttle or :downstream thereof. Conduit 222 is similarlysconnectedfto the carburetor while conduit 226 is connected to the spark control device, 'which together with Ithe carburetor,`

and intake manifold is omitted for clearness.

The valve mechanism islthe same astha'tillustrated in Figs. land 2 and operates in' llikej manner.

-The foregoing three forms of the inventio'nil-'-` lustrate three different applications of the invenf e same'under tion and the methods of utilizing th While the invention has been foregoing description, the same is to be considered as illustrative and not restrictive in charf acter. s

The several modicatio well as others which will readily suggest themselves to persons -skilled in this art, all are con-' sidered to be Within the broad scope'of the in-v vention, reference being had tothe appended` device for fluid control of that device, another" adapted for connection to a variable source of suction other than that device, Y and a third adapted for connection to a source' of pressure at least as great as that to Which the second passage is to be connected, a body having a valve bore therein, a valve in said bore, independentpassages connecting each of the rst andthirdl passages to the bore and juXta-positioned relas tive to each other for communication when said:

valve is in onesposition in the bore, said valve being normally constrained toward another'position-to prevent saidlast"V mentioned communi'- cation, means interposed "between the valvean'd ,second nientioneupassfage forI subjection ttrfej A niust'ratedand describedin great detail in the drawings and` ns described herein'a's source of suction at all times, and another passage providing restricted communication between the first and second mentioned passages for subjecting the first mentioned passage to the source of suction at all times, and intermittently to the third mentioned passage in accordance with valve operation responsive to variation in the source of suction when the suction force is greater than the restraint and when so connected overcoming the effect of the restricted suction application to the rst mentioned passage.

2. A differential pressure control device including a valve body having a bore therein, a passage, a second passage communicating at one end with the bore at all times and at the opposite end with the rst mentioned passage, a third passage communicating with the bore, valve means in the bore normally constrained to prevent iirst and third mentioned passage communication, a fourth passage communicating with the bore in opposed relation to the valve positioning and arranged to connect the bore at all times to a source of suction, and a restricted communication between the third and fourth mentioned passages for the purpose described, valve movement being responsive to pressuresuction application thereto.

3. A device as dened by claim 1 characterized by the valve means being of piston type.

4. A device as defined by claim 1 characterized by the addition of spring means operatively associated with the valve means for normally constraining same as described.

5. A device as defined by claim 1 characterized by the addition of spring means operatively associated with the valve means for normally constraining same as described, the valve means being of piston type.

6. In a differential pressure operable control for a conduit adapted for connection to a pressure operable device for operation thereof by pressure variation in the conduit, the combination of a passage having continuous but restricted communication with the conduit and connected to a source of variable suction for continuously applying suction to the device, valve differential effect thereof, variation of the differential effect in excess of the constraint operating said valve means for eifecting the aforesaid communication to 'offset the suction in said conduit. Y

RAYMOND HUFFORD. 

